Internal-combustion engine.



F. W. BRADY.

INTERNAL COMBUSTION ENGINE.

. APPLICATION FILED APR. 2a, 1906;

947,633, -P&tentedJan.25,1910.

3 SHEETS-SHEET 1.

I -4 42 Zyl.

fiw i i P. W. BRADY.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED APR. 23. 1906. I

Patented Jan. 25, 1910.

3 SHEETSSHEET 2.

E'. W BRADY. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED APR. 2a, 1906.

Patented 1311.25, 1910.

a. SHEETS-SHEET s.

UNITED srrarns PATENT OFFICE.

FRANCIS w. BRADY, or ENGI Ewoon, NEW JERSEY.

INTERNAL-COMBUSTION ENGINE.

To all whom it may concern:

Be it known that I, FRANCIS W'. BRADY, a citizen of the United States, residing at Englewood, county of. Bergen, State of New Jersey, have invented certain new and useful Improvements in Internal-Combustion Engines; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it apper- ,tains to make and use the same.

This invention relates to the class of internal combustion engines wherein a liquid hydrocarbon is vaporized for producing the 'hydrocarbon element of the explosion charge. The present app'li :ation is a division of my application, SerialNumber 175,087, filed September 29, 1903, and theobject of the division is to secure protection for certain inventions described in my earlier application. Y

.The invention for which I seek )rotec'tion in'this divisional applicationhas .or its object to provide means for supplying to the ei'mibustion chamber of the engine a charge of vaporized hydrocarbon or carburete-d air,

which in itself is not explosive, and adding to this non-explosive charge in the combustion chamber a sutlieient quantity of air to 'form an explosive mixture. The. vaporized hydrocarbon or earbureted air may be supplied vfrom any suitable source. but. lprefer to employ carburetedair produced by. vaporizing a liquid hydrocarbon of such specific gravity as to require artificial heat to vapo rize it, and supplying to the hydrocarbon so vaporized a sutlieient quantity of air to form a saturated vapor, before it is admitted into the combustion chamber .i the engine. This mixture of vapor and air should contain so large a proportion of the heavy hydrocarbon vapor. that it is not explosive, and its specific.

.7 gravity will ordinarily be greater than that of atmospheric air.

In order that my invention maybe clearly understood, I shalhproceed to describe"the formin which I prefer to embody .it. This description should be considered in connection with the accompanying drawings, in which V Figure 1 is a side elevation of aninternal combustion engine embodying my invention and Fig; 2 isa sectional elevation of the-j same, the plane'ofthe section being taken at right'angles to the planc'of Fig. 1 and along and this application filed April Specification of Lctters latent. P t tdJan. 25, 1910. Original application filed September 29,1803; Serial No: 175,087. Divided 23, 1906. Serial No. 313,180.

5 are detail views on alarger scale, illus- .trating the construction of the vaporizer which I prefer -to use. Fig. 3 is a longitudinal axial section; Fig. 4 is a cross section on the line X- l of Fig. 3, and Fig. 5 is an end view of the air inlet valve'for the vaporizer; Fig.6 is an enlarged view of a needle valve in the. fuel feed pipe, and Fig. 7 is an enlarged view of a fuel teed valve for starting the engine.

Referring primarily to F igs. 1 and. 2, 1

designates the jacketed cylinder of the engine, in which the piston 2 reciprocates. The piston rod 3 is connected to the crank/t on the main shaft 5. a pulley and fly wheel 6 and an eccentric for The main shaftcarries driving the pump 7, which circulates water through the cylinder jacket. A countershatt- 8 is driven from the main shaft by gears 9 and carries eccentrics 10 and 11, the

former operating the'air' inlet valve 12 and the latter the exhaust valve 13. This countcr-shaft alsodrives, by appropriate gearing, the centrifugal governor G.

vaporizer V is mounted atone side of the. engine cylinder and eonnni'anirates there- .with through the vapor teed pipe. 27. The

exhaust from the engineis led through this vaporizer for the )urpose of heating the same by means of t e pipe 19. This vaporizer is adapted to vaporize a heavy h dr0-' carbon oil and to mixthe vapor'so proc need with a certain quantity of air in a manner which will be understood by reference to l igs. 3. =land 5, from which it will be-seen that the vaporizer-consists of a casing 18 having within it a. chamberforming a con tinuation of the exhaust pipe 19 and through which the hot exhaust gases from the engine pass. Above thischamber is a second chamber 20, the bottom plate 21 of which is loeated in'the. path of the exhaust gases. This chamber 20' is provided with an-air inlet 23 controlled bya-valve 24, which has a screw threaded stem, by :means of which the extent of opening of the valve-may {be adjusted.

The heavy hydro-carbon oilenters the upper portion of t-his-ch'ai'nber, through the pipe 22 l and drips onto the plate 21;, which is heated by the exhaust gases and serves to-vaporize theoil.

125 .is anbutletjtrom the vaporizer coinmu'n icating with the pipe 27, through which V thermxtureof air and hydrocarbon vapor is drawn from the vaporizer into theengine.

This vaporizer is made intwo sections, bolted together at z in Fig. 3, and-the valve '24 is provided with a screen 23 to keep out foreign particles floating in the air. A

pipe 27 there is a valve 26, .which is con trolled by the governor G, and this governor also act'tiates an elbow lever 31 .fulcrumed at 3 in a supporting bracket 31 and carrying a needle 32, which controls theflow of liquid from the tank 42 throu h the aperture 29 in the diaphragm 28'of t e valve 22. By this arrangement the governor G regulates simultaneously and rop'ortionately the feed. of liquid hydro-car n to the vaporizer V and the feed of vaporfrom the vaporizer to the engine, thus controlling the speed of the engine and preventing an undue accumulation of the hydro-carbon in the vaporizer.

inasmuch as the engine herein described is particularly constructed for use with heavy hydro-carbons vaporized by the heat of the exhaust gases, itis desirable to supply means for starting the engine. These means comprise a tank 41 for containing alcohol or. other highlyvolatile liquid, and this'tank is connected through a pipe 39 and a-stop cook 40 to a port opening into the air inlet pipe of the engine, and which is so constructed as to be closed when theair inlet pi e. is

.closed. The particular construction 0 this valve is shown in Fig. 7, in which 34 is the air inlet pipe which communicates with the atmosphere through the valve 37 and ports in a dome on the top of the valve casing 36, as shown. Through the center of this dome the feed pipe 39 is tapped. The delivery outlet of this pipe 39 is adapted to be closed by the plug 37 on the valve 37 'when the 'aIveis heId to its seat by the spring 38.

Referring now to Fig. 2, it will be seen that the alr inlet pipe 234 communicates through a stop-cock 35 and the air. inlet valve 12 with the combustion-chamber 17.

- The vaporizer communicates with this chamber through the-inlet 15 and the vapor valve 16. 14 isthe exhaust outlet, and 13 is the exhaust valve. The va or valve 16 is 0 erated by suction, and t e valves 12 an .13 are operated by the eccentrics IOand 11 at such times as t0.c06perate properly in the followingcycleof operations. At starting, the stop-cock 40, controlling communication with the alcohol tank 41, is opened'and with the parts in the position shown in Fig. 2 a

rotation of the main shaft of the enginev starts the piston on'its suction stroke. At

A the same time-the air valve 12 is opened by the eccentric 10 and the suction'caused by theoutward movement-of'the piston opens the valve 37 and draws in air-and the vapor from thetank 41, fillingthe cylinder with an 22 a-Ild' t explosive mixture. The valve 12 is then I closed, and on the compression stroke of the piston, this mixture is compressed in the combustion chamber and ignited by any suitable ignition mechanism. The explosion stroke which then occurs is followedby the exhaust stroke, during which the exhaust valve is openedby the eccentric 11. The operation 18 continued by means of the vaporfrom the tank 41 until the parts have be-' 1 come sutiicientl heated to vaporize the heavy hydro-car on in the vaporizer V.- The hydro-carbon isthen admitted to the va 0- rizer 'opening. the sto cock in the 1 e I he stop-cock 40 i S closed, shut t iIi g oilithe'supplyfrom the auxiliary tank 41. The next suction stroke of the piston 2 will draw inuncharged air through the valve 37 and the valve 12, which ,is held open by the eccentric IOduring the major portion of the "suctlon-stroke. During the last portion of thesuction stroke, however, the valve 12 is, closed and the suction created by the out- -wardmoveme1itof the piston draws down the valve 16 and sucks in the carbureted air from the vaporizer. On. the compression stroke of the piston thecarbureted airand the unchargedv air are nixed 'and com: 1

ressed, an the explosive mixture thus ormed is lgnited at the proper instant, driv- -1ng the piston2 outward. Durin the exhaust stroke of the piston, the .va ve 13 is opened by the eccentric 11 and the valves 12 and 16- remain closed. Where a .heavy hydro-carbon is used so that the carbureted alr drawn from the vaporizer V is heavier than atmospheric air-,it is preferable to open the valve 12 at the'beginmn'g of the suction stroke and hold it. open during the major portion of that stroke, when t is closed, allowing the suction to open the valve 16 andadmitting theoarbureted air above the uncharged air in the cylinder. By this arrangement the greater specific gravity of the carbureted air causes it to sink through the uncharged air, thus insuring a complete vaporized hydro-carbon of less specific gravity than the uncharged air is used, the eccentric 10 may be arranged to open the valve 12 at the latter portion of the stroke. In such an arrangement, the lighter hydrocarbon will be' 'ad'mitted first and will tend to rise through-theuncharged air. Furthermore, if for any reason it is desirable to do so,- the vaporized hydro-carbon may be admitted at any other portion of the suction stroke by so constructing the. eccentric 10 that the valve 12 willbe opened at the desired point. In any case, I secure'an internal combustion engine in which; uncharged .air and carbureted .air, both of which are non-explosive, are separately drawn into the combustion chamber andthere formed into -an explosive mixture.

mixture. It is obvious, however, that if a llt valve that it is normally closed by a springand is opened by-the unbalanced pressure due' to theoutward movement of the )iston when the air valve is closed, I provi 'e for the automatic opening .of the carbureted air valve whenever the air valve is closed during the suction stroke. 'With this arrangement it is only necessary to adjust the mechanism for opening the air valve in order to vary the order of feed ofthe'air and carbureted air in any desired manner.

Though I have described above and illustrated in detail the form in which I prefer to embody my invention, it will be understood that my improvements may be embodied in other forms without departing from the spirit of my invention.

What I claim 1. In an internal combustion engine, a combustion chamber, avap'orizer adapted to produce anon-explosive hydro-carbon vapor, a connecting conduit between the vaporizer and combustion chamber, a valve controlling said conduit, and an air inlet to the combustion chamber, in combination with means for openingthewalve controlling the vapor conduit (luIl 1 l .I-1 art only of-"the suction stroke to there... ow a stratum of the nonexplosive' hydro-carbon vapor to be drawn into the combustion chamber, and means for opening the air inlet during that portion of the suction stroke when the valve controlling the vapor conduit is closed, to thereby allow a stratum of air to-be drawninto the combustion chamber, whereby the air and vapor are admitted in separate non-explosivestrata during the suction stroke and are intimately mixed during the compression stroke; substantially as described.

2. In an internal combustion engine, a vaporizer for heavy hydro-carbon oils, means I for mixing the vaporized hydro-carbon with air in said vaporizer to produce non-explosive carbureted air having a greater specific gravity thair atmospheric air, a combustion chamber, an air inlet to Said chamber, 'aport at the upper portion of the combustion chamber for admitting the carbureted air, means for opening the air inlet during the first part of thesuction stroke, and means 'for opening the carbureted air port during the last part of the suction stroke, whereby the carbureted air is fed above the atmospheric air in the combustion chamber.

3. An internal combustion engine, having a combustion chamber, and having means for admitting air into said combustion chamber duringthe first part of the suction stroke and then discontinuing the admission of air, and means for subsequently admitting into the upper part of said combustionchambera hydro-carbon having a greater specific gravity than air( 4. In an inteinal combustion engine, a combustion chamber having an air inlet and a vapor inlet, means foropening the air inlet during part only of the suction stroke, and means for opening the vaporinlet during that part of the suction stroke when the air inlet is closed.

v5. In an internal combustion engine, a combustion chamber having an air inlet and a vapor inlet; means for opening the air inlet during the first part of the suction stroke, means for closing said air inlet before the end of the suction stroke,and means for opening the vapor inlet after the air inlet is closed. 6. In an internal combustion engine, a combustion chamber having an air inlet. valve and a vapor inlet valve, the said valves being so constructed and arranged that the vapor inlet valve will open whenever the air inlet valve is closed during the suction stroke. -7. In an internal combustion engine, a combustion chamber having an air inlet valve, and a vapor inlet valve, so constructed and arranged as .to be opened by the suction created by the engine piston when the air inlet valve is closed during the suction stroke. 8. In an internal combustion en 'ne, a combustion chamber having an air in ct and a vapor inlet, means for openingthe air inlet during the first part of the suction stroke, and for closing it before the end of the suction stroke, and means actuated by part of the combustion/chamber communieating with the vaporizer, an air inlet for said combustion chamber, means for opening the air inlet during the first part of the suction stroke and then discontinuing the admission of air; and means ,for subsequently opening the port communicating with the vaporizer, whereby the heavy hydro-carbon vapor is fed above the air in the combustion chamber.

In testimony whereof I afiix my signature, in presence of two witnesses.

ERANCIS W. BRADY.

\Vitnessesz, I

Bnnenss CURnnN, IVILLLAM H. DAVIS. 

